Toyota Corolla Heritage

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The Father of the Corolla

Chief Engineer for the Original Corolla
Tatsuo Hasegawa

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Tatsuo Hasegawa was born February 1916 in Tottori City. After graduating from Tokyo University's Department of Aeronautics in 1939, Hasegawa joined the company Tachikawa Aircraft.
After World War II, in 1946, Hasegawa joined Toyota Motor Co., Ltd. As a Chief Engineer, he oversaw the development of the Publica, the Toyota Sports 800, the Corolla and the Celica.
Following this, Hasegawa went from being the Deputy General Manager of the Product Planning Division to being the General Manager of the division, where he oversaw general development of Toyota vehicles. In 1982, he retired from Toyota as a Senior Managing Director. In 2004, he was inducted into the Japan Automotive Hall of Fame.

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A car for everyone.
"The most wanted car by the market — presented to the world by bringing together the essence of Toyota's technology."

In 1966, the year when motorization was ready to significantly blossom in Japan, one vehicle was born with a name that meant "crown of flowers." That vehicle was the Toyota Corolla, which would soon become one of the most popular family cars worldwide.

The Corolla was introduced with the catchphrase, "The most wanted car by the market — presented to the world by bringing together the essence of Toyota's technology." It was developed by widely adopting technologies that were firsts for a domestically produced car and world firsts as a family car. The Corolla debuted brilliantly as a model that would draw a clear line between it and other family cars of the time. In addition to its appealing design, the Corolla lavishly introduced numerous new features and "new equipment comparable to those found in higher grade models. As a result, the Corolla steadily captured the hearts of the public and achieved a solid No. 1 position in domestic sales — a mere 3 years after it was launched.

The level of attention the Corolla received when it debuted was phenomenal. According to a salesman at that time, the Corolla was such a revolutionary car customers would often shout "Wow!" without even realizing it. The Corolla provided firm seating comfort with its separate bucket-type seats and ample rear seat space like that of a living room. In contrast to its compact styling, the Corolla was designed with a ceiling height that did not stimulate any feelings of being cramped. In addition, the car featured a sporty floor-mounted shift lever that was remarkable for the time. No matter which car it was compared to, the Corolla's innovative features stood out. Its public reputation was so superb that when the vehicle was delivered, it always drew a crowd.


Tatsuo Hasegawa, Development leader of the first generation, first came up with the concrete concept for the Corolla in the latter half of 1962. Based on his experience with the Publica (1961-1978), considered Toyota's starting point in family cars, Hasegawa proposed an entirely new vehicle plan. The Publica was a car that pursued practical utility and economy and focused on achieving a retail price of 360,000 Japanese Yen*. However, with those simplified specifications and features, vehicle sales remained stagnant without gaining much support from the general public. At that time, the purchase of a car was one of the dreams of the general public, and more than mere utility, the public wanted a car in which they could be proud — a car that portrayed a sense of luxury. Hasegawa reflected on that time, stating: "Since that time, the market has demanded attractive vehicles, vehicles that don't seem inferior when compared to others and vehicles that appear even somewhat luxurious. If we consider these types of market needs, the Publica probably looked somewhat cheap."
*Average monthly salary in 1961 was 26,000 Japanese Yen.

"Existing parts can't be used to meet the demands of the upcoming era." With that in mind, a concept was launched that called for a newly developed vehicle, including the engine and suspension, and full-scale developments were started in 1963, the following year. However, the go-ahead for this plan was not easily obtained. The development of a new vehicle required a huge expenditure amounting to several billion yen. In addition, Toyota was experiencing rapid growth; each time a new vehicle was developed, equipment investments of several tens of billions of yen were made and new plants were constructed. For that reason alone, failures in new vehicle developments were not allowed, and a cautious start was taken. At first, approval was given for only the development of a new engine. Eventually, a new plant costing 30 billion yen (approximately 300 billion today) was constructed for this Corolla alone. With this, operations at the current Takaoka Plant were started.

The policy of the initial plan established goals for "1000cc (1.0-liter) engine displacement and a maximum output of 45ps/5500rpm," both considerably difficult challenges for that time. While it was understood that that OHC (overhead cam) was an effective measure in creating a high performance engine, the team lacked experience in design and abandoned the idea. Instead, an OHV (overhead valve) was selected. A concept was reached to achieve results similar to the OHC by configuring the camshaft in the highest possible position of the cylinder block and shortening the push rod as much as possible. However, information was received that engine displacements of competitive family cars were likewise reaching 1.0-liter, so the policy objectives were quickly changed for an engine displacement of 1.1-liter and developments proceeded. As a result, compared to the competition, an extremely high level engine was completed.

With the plan calling for numerous new developments and technologies, there were many opposing voices within the company. In fact, troubling points were apparent. One troubling point in particular was that there were very few previous examples of the compact, lightweight MacPherson strut based front suspension adopted for the first time in a Japanese vehicle. One incident during testing — the first prototype vehicle could only travel a mere 500 meters — symbolizes how difficult new developments can be. For Hasegawa, whose responsibility was to keep encouraging the engineers, this was hard to stomach. Prototypes and tests were repeated time and time again. Two-and-a-half years after developments were first started, the team finally was able to see the light at the end of the tunnel, and the suspension, which serves as the standard suspension configuration for many vehicles today, was completed.

Developments steadily progressed. About one year before the vehicle was released, overseas expansion was considered, and a plan for export to the United States was developed. According to the Design Plan Policy — document put together by Hasegawa that summarized the Corolla development concepts, "In the future, the Corolla will compete both in Japan and overseas with European made cars in the same class, and the superiority of the Corolla over the competition will be ensured through 'performance' and 'economic efficiency.'" From its early stages, developments were focused on export, and it is evident that the team targeted the Corolla to open up new markets and be competitive overseas.

Hasegawa diligently advocated a design concept called the "80 Point Doctrine +α" to hold engineers responsible for each area of development. Not even one failing point was allowed. However, an all-around score of 80 was not acceptable. Hasegawa believed if the vehicle did not possess some sort of +α (extra) characteristics that would allow the vehicle to exceed 90 points in some areas, the vehicle could not capture the hearts of the general public. He defined that "+α" as a "sporty image" for the Corolla and adopted it as a major guideline for developments.

Based on this major guideline, the staff of each department endeavored tirelessly. The first generation Corolla was created as a vehicle filled with advanced technologies, many of which were firsts for domestically produced vehicles and world firsts for family cars. With these technologies, the sporty character became readily apparent — in a glance and in the first time the car was driven. The "+α = sporty image" appeal was successfully achieved in its design and equipment.

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When the Corolla was first released, only a 2-door sedan was available. From there, a 4-door sedan and van were added to the lineup for a total of three body types for this first generation. Also, the engine lineup included the 1.1-liter K engine, the sporty K-B engine equipped with twin carburetors and the K-D engine, which strove for enhanced output through a high compression ratio. In the latter half of the model period, the 1.2-liter 3K, 3K-B and 3K-D engines were adopted to replace the 1.1-liter K-engine series.

For the exterior design, a fresh image was targeted that symbolized the "new era" that had begun to arrive in Japan. With this, for the first time by Toyota, a semi-fastback style with widespread use of curved surfaces expressing an "active yet charming, feminine image" was adopted. A design was selected that portrayed, at a glance, a sporty image from the entire vehicle, and the developer's concept of "+α = sporty image" was faithfully expressed. In a catalog, the Corolla was introduced as having a "creative design reflecting the simplicity of Japanese values," and its appealing style fostered a fresh, sporty atmosphere that captured the hearts of the general public.

At the time of its initial release, the Corolla was equipped with the K engine with a displacement of 1.1-liter to provide a 0.1-liter advantage over the numerous 1.0-liter engines in its class. The engine generated a maximum output of 60ps/6000rpm and a maximum torque of 8.5kg-m/3800rpm.


Numerous revolutionary technologies were adopted, such as a 5-bearing crankshaft that can endure high speeds and a high camshaft system to achieve high performance.

In addition, in the latter half of the model period, the 3K engine was adopted with engine displacement expanded to 1.2-liter. This engine generated a maximum output of 68ps/6000rpm and a maximum torque of 9.5kg-m/3500rpm for improved acceleration performance in medium and high speed ranges.

Sports car technology was adopted for the transmission, and the vehicle was equipped with a 4-speed fully-synchronized manual transmission with a floor type gear change lever. This marked the first time that this type of transmission was adopted in a Japanese vehicle, and a sporty, direct shifting feel was achieved. In addition, Japan's first floor-mounted 2-speed automatic transmission and a steering column-mounted 4-speed manual transmission, already familiar in other vehicles, were made available.

For the front suspension, a MacPherson strut type suspension, the mainstream for today's vehicles, was adopted for the first time in Japan. To ensure a quiet interior, a semi-floating type rear suspension was adopted that reduced the squeaking noise from the leaf springs.

Separate bucket type seats that materialize the "sporty image" were adopted for the front seats. In addition to a front to back slide adjustment range of 120mm and a 16-step reclining mechanism, the seats could be fully reclined. Equipment found in higher grade vehicles but not in family cars, such as armrests, a console box, radio and heater, were also adopted to create a dramatically more comfortable interior.

When the Corolla was first released, drum brakes were adopted for both the front and rear. Midway through the model period, for the first time on a family car, front disc brakes were adopted on some of the models. In addition, safety countermeasures were progressively enhanced during the model period, including pull-type recessed outside door handles without projections and 2-point and 3-point seatbelts. Original safety designs were also incorporated, such as 2-speed wipers, an impact absorption steering wheel and column, headrests and parking brake warning lights. By looking at the safety features standardized in this first generation to meet U.S. standards and in anticipation of expanding exports, it is apparent that safety always has been an important factor for the Corolla.

Other Technologies and Equipment
Curved glass surface that does not compromise the gently rounded lines of the semi-fastback design
Sporty round meters replacing the conventional boxy (radio type) meter design
Reversing lamps in consideration of safety when backing up
Front passenger side key cylinders and symmetrically-shaped keys to increase practical utility
Detachable rear view mirror
4-way hazard flasher
Partially reinforced windshield glass
Side ventilator

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The second generation, the All New Corolla, was introduced to the market in 1970. This was about the time when customers began to develop discerning tastes after the sensational appearance of the first generation Corolla. To build upon the favorable reputation of the first generation and to further increase Corolla brand loyalty, meticulous attention was given to developing a vehicle that valued "the feel" and presented immediately noticeable advancements over its predecessor. Based on that idea, the new model was given a greater margin of comfort with expanded body size and enhanced overall driving performance.

At this time, the economy was rapidly growing, and the introduction of this second generation — developed with a keen eye on the future — created a synergy effect that led to tremendous expansion of Japan's motorization. With this, the production volume of the new model was dramatically increased, and in June 1970, the cumulative production total of Corollas reached one million units.

Development of the second generation Corolla under the direction of Tatsuo Hasegawa, who was also responsible for the development of the first generation Corolla, was started in 1967, approximately one year after the first generation was released. At that time, the first generation Corolla was experiencing favorable sales, and motorization in Japan rapidly was expanding. As this was occurring, the development team considered what should be done not only for the Corolla but for the entire Toyota Motor Corporation as well.

At that time, there were plans to upgrade the first generation Corolla's engine to a 1.2-liter displacement. The Corona was the next class above in the lineup with an engine displacement of 1.6-liter. To support the continuing motorization, the team considered the need for a car to fill the position between the Corolla and the Corona. From there, the Celica/ Carina Plan was launched to fill that intermediate space with a 1.4-liter displacement engine, and the team decided to equip the second generation Corolla with that new 1.4-liter engine as well.

Because the first generation Corolla design had a favorable reputation, the team faced a major crossroad as to whether to adhere to the design of the original model or to daringly change that design for the second generation. In the end, the team decided to emphasize gently curved surfaces in the second generation model and make significant changes without particular regard to the original model. This alone was a bold decision and a great challenge at that time but turned out to be the right one. Looking back at the history of Japanese vehicles, there are many examples of failures made in second generation models due to the reluctance to make significant changes.

A major characteristic of the second generation Corolla was the aggressive expansion of the sporty models. Of these, the birth of the "Corolla Levin" resulted from adopting the opinions of a young designer who loved rally cars. He suggested equipping the Corolla with a DOHC (Double Over Head Camshaft) engine developed for use in other vehicles. The design team was intrigued and promptly adopted the idea into the plan. Because Toyota is an automotive company, there were many engineers interested in motor sports, and the entire development team was motivated in realizing this plan. The new model was named "Levin," which means a bolt of lightning; and the new model acquired many new
When developers complete the design of a new model over approximately four years, they experience terrifying pressure because of the depth of their responsibility. This anxiety is felt until the popularity of the vehicle is realized after its release. Shirou Sasaki, who had command of developments of the second generation Corolla under the direction of Tatsuo Hasegawa, discussed the mindset just before the new model's release. He stated, "As I watched the huge transfer machines and other machinery being installed in the plant to get ready for production, I became very frightened about whether or not this plan was going to be okay." Day-to-day anxiety continued until reports of excellent sales were heard. In the end, the second generation Corolla proved to be a model that enjoyed dramatic success as a family car, following the trend set by its predecessor. A total of 2,406,860 units were produced until the switch was made to the third generation Corolla in 1974.

In addition to the 2-door sedan, 4-door sedan and van offered with the previous model, a coupe model was added to the lineup of the second generation Corolla for a total of four body types. Also, the sporty model lineup, which had gained a favorable reputation with the first generation, was aggressively expanded. In 1972, a top-of-the-line sporty model based on the coupe with a powerful engine — the Corolla Levin — was introduced.

At the time of initial release, three types of engine variations were available, including the twin carburetor 3K-B engine and the high compression ratio 3K-D engine based on the 1.2-liter, single carburetor specification 3K engine, all of which were continued from the first generation. Shortly after, the newly developed with 1.4-liter T engine was added to strengthen the lineup. Like the variations of the 3K engine, the lineup was expanded to include a twin carburetor T-B engine and a high compression ratio T-D engine. A broad lineup of engines was completed with the powerful DOHC 2T-G engine loaded in the Corolla Levin, meeting the diversifying needs of the market.

Specifically, the exterior dimensions were expanded one size, and a dynamic, innovative form was created through the use of more rounded lines and surfaces. Also, the newly added coupe model adopted a full-fastback style and achieved a design that further emphasized a sporty image compared to the long nose, short deck sedans. A major characteristic of the second generation was the removal of the triangular windows of the front doors on both the sedan and the coupe to achieve a truly refreshed image. In replacement of the triangular windows, large air intakes were established in the cowl area to ensure ventilation. This turned out to be a stylish accent for this model, while accomplishing a design that met the needs of the overseas markets.

At the time of its initial release, the second generation Corolla adopted the 1.2-liter 3K engine continued from the first generation model. However, shortly after its release, the newly developed 1.4-liter T engine was added to the lineup with a maximum output of 86ps/6000rpm and a maximum torque of 11.7kg-m/3800rpm to further improve dynamic performance and support the high speed era that was sure to come. While it shared similar fundamental structures with the K engine, cross-flow type intake and exhaust ports and double rocker shafts were adopted to improve intake and exhaust efficiency. In addition, rather advanced mechanisms for that time were adopted, such as a hemispherical combustion chamber used to increase combustion efficiency.

The "Corolla Levin," considered to be the top-of-the-line sporty model, was equipped with a 1.6-liter 2T-G engine. Twin Solex carburetors were coupled with the newest DOHC layout to achieve high performance with a maximum output of 115ps/6400rpm and a maximum torque of 14.5kg-m/5200rpm. The Corolla Levin equipped with this powerful engine demonstrated spectacular success in all types of motor sports, and, as a result, the 2T-G became a legendary unit in the history of Toyota engines.

In addition, an abundant array of appealing mechanical features was also adopted in the second generation Corolla. While the 4-speed transmission was in its heyday in this class at that time, Toyota opted to equip the sporty models with a 5-speed transmission with an overdrive gear ratio. For the front suspension, a MacPherson strut suspension with a torsion bar type stabilizer was incorporated, and, for the rear suspension, the length of the leaf spring was expanded to achieve excellent riding comfort and handling stability.

High seatbacks with built-in headrests were adopted in the second generation Corolla for seating comfort and safety. At the same time, the seat sliding range was expanded to ensure latitude in the driving position.

Considerations were also made for storage space, and an accessory storage compartment was provided together with the armrests in the rear trim of the 2-door models. Also, heater switch and ashtray illuminations were provided for better nighttime usability.

A characteristic design feature of the second generation Corolla was the discontinuation of the triangular windows in the front doors. With this move, efforts were made to enhance interior ventilation, and blower registers were provided to the left and right of the instrument panel. In addition, this model featured amenities such as an AM/FM radio, car stereo and air conditioning to portray a lavish interior.

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The second generation lineup offered more models equipped with disc brakes. These models were also equipped with proportioning valves to keep the rear wheels from locking during hard braking. In addition, high grade models adopted tandem master cylinders as standard equipment to enhance stopping power to accommodate the increased output from the engine.
Furthermore, window washers and conical glare-proof meter glass were adopted as standard equipment in consideration of safety.

Other Technologies and Equipment
45-liter fuel tank for expanded cruising range
2-step opening doors with a sense of moderation
Child lock mechanism for dual locking of the rear doors
Steering lock mechanism to increase theft deterrence
Recirculating ball type steering gear box
Rosewood toned meter panel
Radial tires
Rear window defogger


Vehicle code "three-zero."
Pulling through headwinds and emerging as a world class car.
"The ultimate family car born after an uphill battle."

"This Corolla is the ultimate family car." As stated by Shirou Sasaki, Development leader, the third generation Corolla was introduced with safety and comfort features equivalent to that of higher grade vehicles, while maintaining the most important aspect of family cars — a high level of economic efficiency. This new model cleared the strict emission standards for environmental pollution, which had become a social problem on a global scale, and became a Corolla that made the world acknowledge its high level technical strength. This third generation Corolla earned the status as the bestselling car domestically and globally with its superior overall performance, high level quality and reliability. Its popularity overseas was especially high, and the number of vehicles exported increased rapidly, exceeding 300,000 units annually. Living up to its reputation in name and substance, this new model grew to become an international product representative of Japan.

Shirou Sasaki, Development leader of the third generation Corolla, took direct command of developments of the second generation Corolla under the direction of Tatsuo Hasegawa and took charge as the Chief Engineer beginning with the third generation model. As he kicked off the development concept for this third generation, Sasaki studied the third shogun, Iemitsu Tokugawa of the Tokugawa Shogunate (feudal government), which governed Japan back in the Edo Period (1603–1867). From these studies, Sasaki found Iemitsu soundly solidified the foundation for the Tokugawas, who established a long history of 300 years. With this information, Sasaki decided to make the third generation Corolla "the Iemitsu of Corollas" that would firmly solidify Corolla's foundation, rather than merely adopting a showy concept.

To create a model that perfects the strengths of its predecessors and to further increase Corolla loyalty, Sasaki proposed a concept called "third generation fulfillment."

First, the team focused on improving driving performance, function, interior comfort and quietness. Next, the vehicle width was increased to express a style with a sense of newness, and the sense of interior quality was improved. The team then endeavored to improve the areas that primarily appeal to the senses and implemented developments with focus on feelings that passengers actually experience.

However, from the time of initial developments, the team faced strict conditions due to regulations on emissions, which had rapidly become a social problem. The Muskie Act was enacted in the United States, and strict regulations equivalent to those in the Muskie Act were also adopted in Japan. As a result, vehicles that did not clear these regulations could not be sold. To handle this problem, a companywide project was started, and the Higashi-Fuji Technical Center was established as a specialized research organization for exhaust gas countermeasures. The engineers, primarily from the Engine Department, continued their efforts night and day, and eventually perfected the catalyst-based exhaust gas purification system that remains the standard even today. In addition, regulations that became stricter year after year were cleared by amassing technology original to Toyota, such as a lean combustion and Turbulence Generating Pod (TGP) combustion methods. With this, the inevitable decrease in output was gradually restored.As company-wide attention focused on exhaust gas countermeasures, the members of the Design Department adopted a somewhat angular, sharp design for the third generation Corolla. The new design portrayed a somewhat robust image compared to the soft lines of the second generation, and the Corolla's individual flare was emphasized. Also, wind tunnel equipment was introduced around this time, making it possible to tweak the design based on drag coefficient figures. Results from these wind tunnel studies were incorporated into the exterior design for the first time in the history of Corolla.

In addition to the sedan and van that were available with the previous models, a center pillar-less hardtop body was newly adopted for the third generation Corolla. This marked the first time a hardtop design, which was a trend in higher grade models, was adopted on a family car — this feature became a major characteristic of the third generation model. When the new model was first released, the coupe model was temporarily discontinued in order to clearly define the new Corolla from other vehicle segments, but was later added due to market demands. Also, a liftback model (also known as a hatchback) was added to the lineup as a "sporty wagon for multipurpose use." The liftback gained popularity overseas, more so than in the domestic market, and the production volume greatly exceeded the initial plan.

At the time that the third generation Corolla was released, Japan was experiencing a social environment that was not very conducive to cars, and sales did not grow like anticipated. However, overseas sales significantly exceeded the initial plan, and record-setting figures were achieved in annual exports. This was clearly the result of developments that pursued international quality standards and firmly grasping the needs of overseas markets. For instance, when Sasaki, the Chief Engineer, conducted a market research trip in Germany, a lack of cargo capacity was pointed out. An actual demonstration was made in front of Sasaki's eyes to show that a standard load of cargo simply wouldn't fit in the trunk. Sasaki immediately studied vehicles that served as the standard for ease of trunk use in overseas markets and reflected those findings in developments.
In addition, the expansion of an ambitious product lineup that matched the needs of the era, including a hardtop and liftback model, led to favorable results overseas. In the end, this model achieved a total production volume of 3,755,029 units.

A total of three body types were available when the third generation Corolla was first released, including the traditional sedan (2-door and 4-door), van and the newly added hardtop. Later liftback and coupe models were added to the lineup for a total of five body types.

At the time of its initial release, four types of engine variations were available, including the 1.2-liter 3K-H engine, the 1.4-liter T engine, the 1.6-liter 2T engine and the 2T-G DOHC (Double Over Head Camshaft) engine for the Corolla Levin.

However, these engines were temporarily deleted from the lineup due to emissions regulations, leaving only the 1.6-liter 2T-U engine and the 1.4-liter T-U engine. After that, the lineup was gradually enhanced with the 1.2-liter 3K-U engine, the 1.6-liter 12T and 12T-U engines, the 1.3-liter 4K-U engine and the 2T-GEU DOHC engine for the Corolla Levin.

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The major characteristics of the third generation Corolla included the discontinuation of the previously established coupe model and the establishment of a hardtop model. The hardtop adopted a somewhat notched "semi-fastback" style, while the sedan incorporated a short deck, "semi-fastback" style with an air outlet louver on the bonnet for accent. In addition, a characteristic design was implemented for the side ventilation as well. Clear differentiation between the sedan and the hardtop was achieved by establishing streamlined side ventilation on the rear quarter panel for the sedan, and likewise, vertical side ventilation on the back end of the rear quarter panel for the hardtop.

Also, the third generation Corolla incorporated new techniques in order to strive for positive diversification through the front mask. Differences were established in not only the radiator grille but also in the bonnet shape, depending on the displacement of the engine mounted in the vehicle. A clearly different personality was advocated for the liftback and coupe models by creating front masks that were entirely different from the sedan and hardtop. For the interior, thorough motion studies were implemented based on ergonomics, and ease of use was pursued. Beginning with the instrument panel covered with a thick padding, an advanced layout was adopted, including the center console with its centralized operation switches.

The third generation Corolla engines needed to clear the major technical issue of emissions. First, the 1.4-liter T-U and the 1.6-liter 2T-U engines were equipped with catalytic converters to meet the regulations. Next, the 1.6-liter 12T engine that incorporated a lean combustion method was added. From there, the lineup expanded to the 12T-U engine that combined an oxidation catalyst with the 12T engine to restore the power that was lost due to these regulations. The 12T-U engine generated a maximum output of 88ps/5600rpm and a maximum torque of 13.3 kg-m/3400rpm.

Production of the 2T-G DOHC engine for the Corolla Levin was temporarily halted when emission countermeasures could not be implemented in time. However, an oxidation catalyst was adopted and the EFI (Electronic Fuel Injection) replaced the Solex carburetors. The engine evolved to become the 2T-GEU engine, generating a maximum output of 110ps/6000rpm and a maximum torque of 14.5kg-m/4800rpm. With this engine, both fuel economy and torque were improved, and the model was masterfully reinstated. Later on with the minor model change, a 3-way catalytic converter, perfected through original Toyota technology, was adopted to enhance power to a maximum output of 115ps/6000rpm and maximum torque of 15.0kg-m/4800rpm. With this, the 2T-GEU high performance engine successfully surpassed the former 2T-G DOHC engine equipped with Solex carburetors.

In addition to these emission countermeasures, advanced technologies were also adopted to meet diverse market needs, such as a 3-speed automatic transmission and variable ratio steering gears.

Enhanced equipment and an interior meticulously finished with high quality were the characteristic features of the third generation Corolla. One piece molded ceiling was adopted on all models to ensure insulation and ample head clearance. Front seats of 2-door models incorporated a foot operated walk-in device for easier access to the rear seats. Wiper and light controls were integrated into the combination switches on the steering column to improve operability. Boosted ventilators and bi-level heaters were adopted to enable switching between fresh and recirculated air for excellent cabin ventilation. And, in addition to all these features, enhanced comfort was guaranteed by implementing thorough noise and vibration countermeasures.

Passive safety features that would become the forerunner to safety countermeasures of recent years were widely adopted on the third generation Corolla. Impact absorption body structure with a crushable zone in the front to back direction was incorporated. Consideration was also given to side impact collisions, and the door thickness was increased. Ultimately, these led to approximately 40 kgs of increase in body weight, but international safety standards were ensured, including US safety standard FMVSS (Federal Motor Vehicle Safety Standard) and various European safety standards. Furthermore, 3-point seatbelts were made standard on all models.

Other Technologies and Equipment
Seatbelts with ELR (Emergency Locking Retractor) that activate the lock mechanism only in an emergency
Front seats with a steel plate press frame structure to achieve both seating comfort and impact absorption performance
Bumpers with corner rubber
Low fuel warning light
Stop lamp bulb warning light
Intermittent wipers
Side defroster